The dignified and dapper coupe trades two cylinders for a supercharger.

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When Audi’s S5 coupe debuted for 2008 as the first model built on the company’s B8 architecture, we demonstrated little restraint in praising its sexy sheetmetal and the 4.2-liter V-8 nestled between its front fenders. Styled by Italian-born design chief Walter de’Silva, the S5 and its slightly less potent A5 stablemate ushered in a new era of Audi design, one that has seen exterior aesthetics elevated among company priorities to a position alongside performance and technology. The duo was joined shortly thereafter by a sassy pair of cabriolet doppelgängers—albeit with a 3.0-liter supercharged V-6 in the S5 droptop rather than the S5 coupe’s hearty V-8—followed by the 2013 U.S. debut of the ultimate manifestation of performance within Audi’s 5 lineup, the quick but clinical RS5.

Strength in Numbers

Aligning with its droptop analogue, the 2013 S5 coupe has dumped its 4.2-liter V-8 for the increasingly ubiquitous 333-hp supercharged six. (This despite wearing “3.0T” badging that implies the presence of a turbo.) Down 21 ponies to the 354-horse V-8, the V-6 manages to hold the line on torque, equaling the eight-holer’s 325 lb-ft. C/D testing confirms further parity: Our six-speed-manual 2013 S5 exactly matched the 4.8-second 0-to-60-mph and 13.4-second quarter-mile times of the last six-speed manual V-8 S5 we tested. (Just for a point of reference, our 2013 RS5 kicked out 4.4- and 12.8-second figures.) And the V-6 delivers serious fuel savings, with the S5 now earning EPA ratings of 17 mpg city/26 highway versus 14/22 for the V-8. In real-world driving, we averaged 20 mpg, an improvement of 5 mpg over the thirsty V-8’s 15 mpg.

We also recorded improved roadholding numbers on the 300-foot skidpad, the 2013 delivering 0.96 g of grip compared to the V-8’s 0.88. Stopping distances from 70 mph were basically the same, with the pedal remaining firm but rather indifferent in terms of feedback. As for weight, our 2013 S5 tipped the C/D scales at 3895 pounds, 77 more than its eight-cylinder ancestor. Weight distribution, however, improved slightly (55.7 percent front/44.3 rear for the V-6 against 57.7/42.3 for the V-8), illustrating just how large a role balance plays in a vehicle’s handling. The optional, $1250 active sport differential fitted to our test vehicle, which continuously varies the amount of torque distributed between the rear wheels, doesn’t hurt either. Rolling stock on this car consisted of 255/35 Dunlop SP Sport Maxx GT summer tires wrapped around optional 19-inch wheels ($800).